System for autovehicles.



R. VARLEY.

SYSTEM FOR AUTOVEHICLES.

APPLICATION r1150 APR,9, 1913.

Patented May 9, 1916.

8 SHEETS-SHEET] INVENTOR I WITNESSES R. VARLEY.

SYSTEM FOR AUTOVEHICLES.

APPLICATION FILED APR. 9, I913.

Patented May 9, 1916.

8 SHEETS-SHEET 3 l. m k mm MN mm 4! m U?- m\ w% om kw L WW mm INVENTOH Patented May 9, 1916.

8 SHEETSSHEET 4 INVENTOR \NETNESSZES R. VARLEY.

SYSTEM FOR AUTOVEHICLES,

APPLICATION FILED APR-9,1913.

mm 9 H yw i 9...! a w b /J p m m K v d m W a m s M f ,0 am 8 W J W M Q W 3, P W mm N D M M 1 H m w w m 0 6 aw i 8 m m 1 4 R. VARLEY SYSTEM FOR AUTOVEHICLES.

APPLICATION FILED APR.9.1913.

Patented May N16.

mmsm

8 SHEETSSHEET 6.

WEJENTOFJ WITNESSES R. VARLEY,

SYSTEM FOR AUTOVEHICLES.

APPLICATION FILED APR. 9. I913.

Patented May 9, 1916.

8 SHEETS-SHEET 7- m w\ mw i mm V I mm A! 0 m II 7 v INVENTOR WITNESSES R. VARLEY.

SYSTEM FOR AUTOVEHICLES.

APPLICATION FILED APR.9, 1913.

Patented May 9, 1 916.

3 SHEETS-SHEET 8.

zi ls smo QF UE INVENTOR v UNITED STATES PATENT oEEIoE.

RICHARD VARLEY, OF ENGLEWOOD, NEW JERSEY, ASSIGNOR. TO VARLEY DUPLEX MAGNET COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW J EBSEY.

SYSTEM FOR .AU'IOVEHICLES.

Specification of Letters Patent.

Patented May 9, 1916.

' Application filed Apr-119, 1913. Serial No. 759,971.

To all whom it may concern:

Be it known that I, RICHARD VARLEY, a citizen of the United States of America, residing at Englewood, in the county of Bergen and State of New Jersey, United States of America, have invented new and useful Improvements in Systems for Autovehlcles, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, which form part of this specification.

This invention relates to systems and has particular reference to the equipment of autovehicles, such as automobiles, motor boats, etc.,-and it aims generally to provlde new and improved means whereby the en gine of the vehicle may be driven or started, the vehicle and attachments used thereon may be illuminated and the combust ble charges in the cylinders of the propelhng engine be exploded. 1

I employ a motor element and an electr c generator in association with apparatus of such character that the engine may be initiallyturned over or driven by the motor, after which the said generator may be driven, preferably at engine speed, to supply current to a work or light circuit, an ignition circuit and an accumulator or battery. I will now describe my invention, referring to the accompanying drawings, so that others skilled in the art to which it appertains may understand and construct the same, it being premised, however, that the apparatus and the arrangement of electrical circuits shown may be varied without departing from my invention, and I do not, therefore, desire to limit myself'to the embodiment or embodiments which I have selected to illustrate my invention.

Figure 1 is a perspective View of a combustion engine of an autovehicle and having applied thereto apparatus embodying my invention; Fig. 2 is an enlarged vertical sectional view through the generator, motor and torque multiplying mechanism, showing' my invention; Fig. 3 is a section on the line 3-3 of Fig.'. 2 but showing the field of the motor partly in section; Fig. 4 is a similar view on the line 44: of Fig. 2; Fig. 5 is a front elevation of the motor brush holder, being partly broken away; Fig. 6 is is a section on the line 77 of Fig. 2; Fig. 8 1s a section on the line 8-.8 of Fig. 2; F g. 9 1s a section on the line 99 of Fig. 2; Flg. 10 1s a front elevational view, being a transverse section through the casing which incloses the end of the frame and the ignitlon controller; Fig. 11 is an enlarged fragmentary sectional view through the motor brush container or holder and a portion of the commutator and armature of the motor, sa1d section being on a line 1111 of Fig. 5; Fig. 12 is a fra mentary perspective view showing the shi ting gear collar of the starter mechanism; Fig. 13 is a fragmentaryelevational view showing means for obtammg spark advance and delay adjustment of the lgnltion controller; Fig. 14 is it diagrammatlc view of my improved system, showlng electrical circuits; Fig. 15 is a similar view showing a -modified manner of completing a motor circuit; and Fig. 16 is a s milar yiew showing employment of an ordlnary ignition magneto in connection with other circuits of my improved system.

The main elements of my system are preferably mounted in a case 2, preferably cylindrical, which may be mounted at the side of the engine in the manner-shown in Fig. 1, for driving connection, as by means of a suitable chain drive 3, with the engine; such connection preferably being at the forward end of the engine as clearly shown.

Starter mechanism and associated apparatua-Referring more particularly to Fig. 2, the reference numeral 4 indicates a shaft wh1ch may connect with the gear 6 of the chain drive mechanism (see Fig. 1). However, the shaft 4 may constitute the engine shaft or any other shaft to aflord operative connection between the starter mechanism and the engine. Axially mounted in the shaft fis a smaller shaft 5 which is journaled in the opposite end of the casing and carries the armature 6 of a generator 7. Surrounding the shaft 5 and terminally received by the shaft 4 is a sleeve shaft 8 which carries the armature 9 of an electric motor 10. Fixed to the shaft 8 is a pinion 11 meshing with which are gears 12 journaled in a spider-arm 13 which is loosely carried on the shaft 8. These gears 12 are preferably three in number (see Fig. 9) and in turn mesh with an internal fixed gear 14;

said gears being equidistantly disposed for equalizing of strains which may be placed thereon. Fixedly carried by the gears 12 as by means of journals 15, are pinions 16 meshing with which is a gear 17 loosely mounted and slidably shiftable on the shaft 4. To provide an end journal or support for the pinions 16 so as to prevent dis lacement thereof and in order to firmly tie the said pinions and the gears 12 to the spiderarm or hub 13 I provide an end'ring 18 which receives the journals 15 and which, as clearly shown in Figs. 2 and 9, is bolted or otherwise fastened to the member 13. Spaced from the gear 17 and fixedly secured to the shaft 4, as by means of a key 19, is a face plate or disk 20, formed in which is a clutch pocket or recess 21 which receives a spring pressed clutch finger or dog 22 carried by the gear 17, when the gear is advanced toward the member 20 in setting of the starter mechanism in engine starting position, as will be hereinafter more fully de scribed.

Energizing of the motor 10, preferably through the circuit arrangement to be hereinafter more fully described, will effect revoluble driving of the motor shaft 8 and pinion 11. Rotation of the pinion 11 will in turn impart individual revoluble movement to and resultant orbital travel, by reason of fixed gear 14, of the gears 12, cansing thereby orbital travel of the pinions 16 and individual driving thereof in such manner as to set up driving of the shiftable gear 17, so that, as hereinafter set forth, should the gear 17 be shifted so as to cause the clutch finger 22 to engage the pocket 21, driving of the shaft 4 will result.

Means for shifting the gear 17 into and out of clutch pocket engaging position for starting of the engine, comprises a shifting yoke 23 fixedly carried by a tubular shaft or sleeve 24 slidably mounted in bearings 25 and 26, at the top of the casing 2, the yoke 23 as shown in Figs. 2, 6 and 7, engaging the peripheral shiftin slot 26 in the forward end of the gear 1 A coil spring 27 surrounds thexsleeve 24 and is interposed between the bearing 25 and a suitable abutment or nut 28 on the sleeve, and serves to hold the yoke 23 and the gear 17 normally in a retracted or non-clutch engaging pos1- tion. Shiftable advancing of the sleeve 24 is effected by an operating rod 29 carried by which is a collar piece 30;, lying in terminal abutment with one end of the sleeve 24. This operating rod 29 preferably passes through a suitable bearing or standard 31 and may connect with the running board of the vehicle or be associated in any desirable manner with suitable manual operating means, as by means of a flexible connection or universal oint 32. The numeral 33 indicates a dash pot arrangement provided to cushion the returning stroke of the operating rod 29 when the starter is disconnected from the engine, as will be hereinafter more fully described. It comprises a piston 34 carried by the operating rod 29 and operating in conjunction with a suitable dash pot or cylinder 35.

Plvoted to the end plate 36 of the casing 2 is a spring latch or arm 37 arranged for co6peration with a lug or locking shoulder 38 carried by the yoke 23, for holding the yoke in its advanced position pending preferably automatic release thereof and return of the gear 17 to a position in which the clutch finger 22 is free from its pocket 21 in the member 20, as hereinafter described. As shown in Figs. 6 and 7, the disk member 20 has a plurality of radial lugs or bosses 39, which, when the said member 20 is 1'0- tated by driving of the shaft 4 in either normal or a reverse direction, strike the lower face of the latch 37, causing release of the latch from the lug 38 so that the spring 27 may return the gear 17 to normal or nondriving position, and, as hereinafter described, the lugs 39 are preferably so disposed as to cause restoration of the torque multiplying means to inoperative or nonstarting position at a time substantially c0- incident with induction of self-propulsion of the engine.

To prevent shifting of the gear 17 to engine starting position after the engine has become self-propulsive, and durin selfrunning thereof, and resultant liability of injury to the torque multiplying mechanism, I provide means for locking the shaft 29 or shifting sleeve 24, against forward shifting while the engine is running. Referring to figures 6 and 7 (see Fig. 2), such mechanism comprises a lock bar 40 pivoted at its lower end to the end plate 36 and extending upwardly across the sleeve or shaft 24. During running of the engine and when the sleeve 24 is in a retracted position, normall the bar 40 lies across and in front of a loc shoulder 41 (see Figs. 2 and 6) on the forward end of the sleeve 24 and back of a stop or bracing shoulder 42 which may be formed integral with the frame or a ca piece 43 which covers so much of the shifting mechanism aS lies outside of the large shell or cylinder 2,'or main frame of the apparatus; a suitable contractile spring 44 serving to hold the bar 40 in engagement with the sleeve 24. Means for shifting the bar 40 away from the sleeve 24 sufficiently to clear the shoulder 41, or to sleeve unlocking position, comprises a pivotal trip member 45 carried by the end plate 36 and having a nose portion 46 shiftable against the bar 40 by means of a slide rod 47 which is carried by a suitable bearing piece 48 attached to or forming part of the end plate 36. The slide rod 47 has pivotal engagement with the trip 45 and extends upwardly into the path of travel of a shifting cam 49 carried by the above described operating shaft 29 loosely mounted in the sleeve 24. The nose of the cam or arm 49 is preferably formed by a roller 50, and by rocking the shaft 29 the said roller 50 will wipeover the end of and lon itudinally shift or depress the rod 47, orcing the nose 46 of the trip against the bar 40 and in turn shifting the bar outwardly away from the shoulder 41 of the shifting sleeve 24, as shown in Fig. 7. Such depression of the nose 46 will also swing an oppositely disposed finger 51 of the trip into position against the hub portion 52 of the disk 20. The finger 51 has a yieldable or spring -pressed nose portion 53 which frictionally engages or wedges against the curved face of the hub 52 when shifted thereagainst and thereby serves to hold the finger or nose 46 of .said trip in its extended position. Upon rotation of the hub 52 with the shaft 4, in the normal directionof rotatory travel or that of the arrow a, the finger 51 will be kicked downwardly away from the hub, as indicated in Fig. 6, in which position it will be held by the pressure of the retracted bar 40 on the finger or nose 46. The operating shaft 29 may be rocked by a shaft or .rod 54 and the knuckle ioint 32. above described. (See Figs. 1 and 2).

To guard against holding of the trip member in bar unlocking position by the cam 49, against the force of the rotating hub on the spring nosed finger 51, an auxiliary lock is provided which prevents forward shifting of the sleeve 24 until the nose 50 of the cam has wiped past the end of the rod 47; As. shown in Figs. 2, 4 and 8, it consists of a lock or stop shoulder 55 on the collar 30, rotatively shiftable, by rocking of the rod 29, into a position of registry with an internal slot or way 56 of the bearing 26,

before the collar can. be advanced by the shaft 29 toshift the sleeve 24. The relative positions of the slot 56 and the unlocking nose of the cam 49 with respect to the lug 55 are such that swinging of the'lug 55 into registry with the slot shifts the nose 50 out of the path of the upstanding rod 47. It therefore will be seen that should the engine be running and the trip 45 be shifted to bar unlocking position by travel of the nose 50 against and past the end of the rod 47, said trip would be immediately shifted to an inoperative position by rotation of the hub 52, and should the cam nose 50 be forcibly held in bar unlocking position during rotation of the hub, such position would be one of nonregistration of the lug 55 and the slot 56, so

that the lug would look the sleeve 24 against shifting to engine starting position even though the lock bar 40 was forcibly held or occupied non-locking position. It will be equally apparent that with non-rotation of the hub 52 the trip 45 may be shifted to bar unlocking position by travel of the cam nose 50 past the end of the rod 47, and will be held in such shifted position by means of frictional engagement of the finger 51 with the non-rotating hub 52, so that the operating shaft 29 ma be rocked to a position permlssive of the ug 55 being received by the recess 56 preparatory to 7 advance of the sleeve 24 to engine starting position, without attending shifting of the bar to locking position through the action of spring 44. Still another provision against holding of the rod 47 in a depressed bar unlocking position during running of the engine is afforded by means of a lost motion connection existing between the cam member 49 and the operating rod 29. That is as shown in Fig. 6 the cam member 49 is rotatively rocked by the rod 29 through the medium of a key or stop 57 carried by the rod 29 and which travels in a segmental slot 58 formed in the member 49; movement to the cam being'imparted from the rod 29 by engagement of the key with an end of the slot, upon rocking of the rod. It will be seen that if an attempt be made to forcibly hold the roller 50 on the curved nose or end of the rod 47, said roller 50 will snap over or slip from the end of the rod 47 by reason of the freedom of the cam member 49 to rotatively shift on the operating rod 29.

Mounted at one end of the casing 2, as shown in Fig. 2, is an ignition controller 59, which has geared connection with the shaft 5 by means of suitable gears 60 and 61. As above described, the shaft 5 is received by the shaft 4, drivin of the shaft 5 being effected by means 0 a pin 62 which connects the two shafts together. To obtain the usual spark retarding and advancing adjustment of the timer or controller contacts, as by shifting of the usual contact cam of the ignition controller, which cam in this instance would be driven by the shaft 5, I provide for rocking of the shaft 5 within the shaft 4. This is brought about (see Fig. 13) by mounting the pin 62 in skewed or angular shifting slots 63 formed in the shaft 4, so that by shifting the said pin within the slots a rotatory movement will be imparted to the shaft 5 with respect to the shaft 4. The pin 62 is carried by a shifting collar 64 operatively controllable by a lever 65 pivoted at 66to the end plate 36, or any suitable support, and provided with an operating rod 67 which may pass over the top of the casing 2 through the bearing 31 to the running board of the vehicle. The pin 62 passes through a slot 68 in the shaft 5 which slot permits of the pin being freely shifted in the skew or cam slots 63 of the shaft 5 without effecting longitudinal shifting of the shaft '5 itself. It will be apparent that rocking of longitudinally shifted on the shaft 4, cansing the pins 62 to travel in the angular slots 03, which angular shifting of the pin will in turn impart a like angular movement to or shifting of the shaft 5.

As shown in Fig. 2 the motor armature 9 and generator armature 6 are preferably mounted in alinement, having an intermediate commonly arranged ball-bearing 69, one section of which is carried by the armature 6 and the other portion 71 by the armature 9. The motor frame 72 is prefer- -ably circular in type, fitting closely within the cylinder 2 and carries (see Fig. 3) pole pieces 73 and stub poles 74. The generator frame 75, as shown in Fig. 4, is of similar construction carrying pole pieces 76, 77 and 78.

As shown in Figs. 2, 5 and 11, means for holding the commutator brushes of the motor 10 comprises an insulated disk member 79 formed with a hub portion 80 through which project commutator brushes 81; said brushes being held in operative position by means of suitable flat springs 82 which may also constitute means for collecting current from the brushes. As shown in Fig. 11 the brushes 81 have a beveled contact or commutator engagement end which affords extended or broad commutation contact of the brush through bearing on both the straight peripheral surfaces of the bars 83 of the commutator 83 and also the right angular radial faces of the bars. By means of this arrangement I provide a brush mounting which enables shortening of the commutator bars without impairing the brush service and provides a simple manner of mounting the brushes.

The'commutator of the generator is indicated by the numeral 84, and the brushes 85 therefor may be mounted in any suitable manner, such as by the screw-capped sleeves or tubular holders 85 carried by the casing 2, as shown in Figs. 2 and 10.

Battery ignition and motor starter controZ.-As above described and shown in connection with Fig. 2 the ignition controller 59 is preferably mounted at one end of the casing 2 and driven by the shaft 5 which may be rotatively rocked by means of lever 65 for advancing or retarding the travel of the contact cam of the controller. In Fig. 14 I show the ignition controller as in transposition between the cylindrical casing 2 or starting element and the spark adjusting collar 64 and associated mechanism, for convenience in illustrating the electrical connections and circuits to be hereinafter more fully described. The numeral 86 indicates the controller contact cam which is preferably insulated and driven by the shaft 5. An insulated contact lever 87 adapted for engagement by the cam 86 connects by lead 88 with aprimary vibrator coil 89 of an ignition circuit, the secondary coil 90 of which leads to a usual distribute! 91, the contact segments 92 of which connect to spark plugs in the engine cylinders in any well known manner. The opposite end of the primary winding 89 leads to a contact button .93 of a double armed switch 94, the arm 95 of which is adapted to establish through said button 93 certain circuit connections with the battery or accumulator 96 which is grounded at 97, as hereinafter set forth. The contact cam 86 connects by means of lead 98 with a contact piece or insulated post 99 mounted in juxtaposition to which and carried by the operating rod 29 of the starter mechanism is a contact plate 100 preferably in disk form to permit of rotation of the rod 29 without effecting such contact service as may be established through said plate; the plate or disk being grounded, as at 101 through the rod 29. Also carried by the rod 29 is a similar insulated disk 102 connecting by lead 103 with the motor winding 104 (see Fig. 15) while a complemental lead 105 connects the other terminal of said motor winding with the switch contact or button 93. The lever 65 of the spark adjusting apparatus is preferably grounded as at 106, and interposed between said lever and the insulated disk 102 is an insulated contact post 107 adapted for common contact service with and the establishment of circuit connections through the lever 65 and disk 102. The numeral 108 indicates a press button or keyby means of which circuit connections may be established through ground 109, contact cam 86 and the vibrator coil 89, as hereinafter described.

In starting of the engine, should the combustible charge in the cylinders be under compression and susceptible of being ex ploded by energizing of the ignition circuit, the contact cam 86 by reason of usual synchronous gearing would occupy a position in which one of the projections 86 thereof would contact with the lever 87. Therefore, by shifting the switch 94 so that arm 95 contacts with button 93 a circuit would be established from the battery 96 through vibrator coil '89, lead 88, contact lever 87, and cam 86 to ground 101 by lead 98 and contact post and disk 99 and 100 respectively back to battery ground 97. Resultant energizing of the vibrator coil will induce an ignition current in the secondary winding 90 exploding the combustible charge in the cylinder or cylinders of the engine, as is well understood. However, should it be necessary to turn over the engine, or start it'by means of the motor 10, the operating rod 29 (see Figs. 2, 6 and 7) of the starter mechanism is rotatively rocked, as by means of member 54 (see (Figs. 1 and 2), to shift the lock bar 40 to sleeve unlocking position, and the lug 55 is brought into registry with the recess 56, thereby permitting the sleeve 24 and yoke 23 to be shifted by the collar 30, forward against the tension of the spring 27. Shifting of the yoke 23 will in turn shift the gear 17 in such manner as to move it toward 'the disk member 20, and advancing of the rod 29 will also move the contact disk 100 from engagement with the contact post 99 and will bring the contact disk 102 into engagement with contact post 107. During previous running of the engine, it will be assumed that the ignition controller or timer 59 has been shifted to spark advance, as is customary, or the position shown in Fig. 14 wherein the lever 65 is out of engagement with the contact post 107. Assuming that the switch arm 95 connects with contact button 93, in order to complete the motor circuit for driving of the shaft 4 by the motor shaft 8 through the gear connections above described, the lever 65 is shifted into engagement with the post 107 by means of the operating rod 67 with attending shifting of the contact cam 86 of the ignition controller to spark retarding or delay position and the establishment of a circuit from battery 96 throu h motor winding 104, contacts 102 and 10 lever 65 and ground 106 back to battery. I

Resultant energizing of the motor sets up revoluble driving of the gear 17, and in shifting of the gear to engine startlng position, should the clutch finger 22 not directly engage its recess or pocket 21 1n the disk 20 said finger will yield under the shifting travel of the gear, riding on the face thereof until the gear has rotatively traveled to a position permissive of the clutch finger or dog 22 snapping into the pocket. Resultant revoluble driving of the disk member 20 by the gear 17 will drive the shaft 4 for starting of the engine, as will be readily understood. Upon advance of the gear 17 to engine starting position the latch 37 will engage the lock shoulder 38,

thereby holding the gear in its operative or clutch engaging position pending automatic release thereof by the cam action of a lug or boss 39 wiping past and freeing the latch 37 from its yoke engaging position.

I prefer to so dispose the lugs 39 on the periphery of the disk or faceplate 20 as to cause release of the gear 17 and attending disconnection of the starter mechanism, and also preferably breaking of the motor circuit or deenergizing of the motor at a time substantially coincident with energizing of the ignition circuit in synchronism with assumption or resultant induction of self-propulsion. of the engine. In other words, release of the latch 37 and restoration of the gear 17 to normal or non-starting position, causes the contact disk 100 to resume the normal or retracted position assumption of the compression stroke of the engine so that explosion of the combustible mixture in the cylinders of the engine is effected substantially instantly with release of the starter mechanism.

'The dash pot arrangement 33, above described in connection with Fig. 2, cushions the return movement of the gear shifting yoke 23 to non-starting position upon release of the latch 37. However, such cushioning of the return movement does not prevent instantaneous contact of the disk 100 with the contact post 99; such post 99 preferably being yieldable so as to permit of the further gradual cushioning movement of the piston 34 within the dash pot cylinder 35 after contact service is established.

By rendering it necessary, in the preferable construction and arrangement shown and above described, to retard the ignition controller in order to effect completion of the motor circuit and therefore operative 'energizing of the motor, liability to advance or premature back-firing is obviated. After the engine has become self-propulsive the controller may be shifted to spark advance position without affecting any condition of the ignition circuit connections. Of course it will be understood that where the ignition controller occupies spark retarding or delay position, a'. e., a position in which the shifting lever 65 contacts with post 107, upon shifting of the starter gear 17 to clutch engaging position or connection of the torque multiplying means with the shaft 4, the motor circuit would be completed or energized by reason of concomitant advancing of the disk 102 in engagement with this common post 107, as above described. It also will be apparent that the starter may be manually held in engine starting position against release by the latch 37 until the motor has rotated the shaft 4 sufficiently to pump or scavenge all dead or waste gases from the cylinders of the engine after which, if desired, the gases drawn into the cylinders of the engine may be exploded by pressing the switch key or button 108 and establishing a circuit through battery 96, vibrator coil 89, lead 88, contact lever and cam 87 and 86 respectively and ground 109 to battery. Inasmuch as such firing will take place while the starter mechanism might still be connected to the engine, a. a, the gear shifted to position in which the clutch finger 22 engages the pocket 21, I preferably bevel the rear face of the clutch dog or finger 22 as shown in Fig. 12, such beveling being indicated by the numeral 110. It will thus be seen that the disk 20 is free to be driven by the engine at a speed in advance of the speed transmitted to the closing connections through the switch button 108. However, should there, for some other reason, (such as the existence of incandescent particles in the cylinders) occur a back-fire resultant reverse travel of a lug 39 would free the latch 37 so asto bring about return of the gear 17 to normal inoperative position, and it would be impossible therefore'to transmit an extended and possibly injurious reverse drive or back-fire through the compounding gears.

Work circuit and alternating current-ignitz'0n.In Fig. 15 I show diagrammatically the motor winding 104 arranged upon the pole pieces 73, as above described; belng brought in to series with the battery 96 through the arm 95 of the double poled switch 94-as set forth in connection with the description of the establishment of the motor circuit, for the creation of a high 40 magnetic field and attending high starting torque, and I also indicate in this Fig. 15 (as well as in Fig. 14) a form of generator in the construction of which I may employ an armature 6, above indicated, of a dual or duplex character, being capable of deliving both direct and alternating current, as will be hereinafter more fully described. As already set forth, in connection with Figs. 2 and 4, the frame 75 of the generator carries the depending pole piece 76 diametrically disposed from the lower upwardly extending pole piece 77. These poles form between them the magnetic field chamber for the armature 6 the shaft 5 of which is driven by the shaft 4, as described. Upon the pole piece 76 is a field winding 111 which is in shunt across the brushes 85. Another field winding 112 is also preferably disposed upon the pole piece and connects with one of the brushes 85, while the opposite terminal leads to switch contact 113. I

The numeral 114 indicates a lamp circuit connected to one of the brushes (indicated by the numeral 85) and having ground connection 115. Lamps 116 are arranged preferably in parallel therein and may be controlled either collectively by a switch 117 or individually by switches 118. A relay 119 has an armature 120, which, when attracted, closes a circuit through relay winding 121, contact'122 and ground 123, as hereinafter described; the relay winding 121 being wound in opposition to a larger or major relay winding 124 connected to brush 85 and shunt winding 111.

The numerals 125 and 126 indicate collector rings which connect to the winding of the armature 6 by taps 127 leading from said winding preferably at oppositely disposed points or 180 degrees apart so as to cause symmetrical impulses of current to be impressed upon said collector rings in each revolution of the armature, for ignition service. From collector brushes 125' and 126 leads a primary circuit 128 included in which is a primary coil or winding 129 of the vibrator coil 89, above described, this primary Winding 129 being in inductive relationship to the secondary winding 90 of the ignition apparatus described above. Intercalated in the primary circuit and preferably carried by the ignition controller is an interrupter mechanism comprising a fixed contact 130 and a movable contact lever 131 adapted to be rocked or oscillated by the controller cam 86, while connected across the said contacts is the'usual condenser 132. It will be understood that upon rotation of the cam 86 through driving of the shaft 5 (see Fig. 14) closing of the contacts 130 and 131 will be effected at periods coincident with the compression strokes of the engine and at or near the maximum points of the alternating current wave generated in the armature 6; an arm 133 of the double armed switch 94 normally otherwise closing the circuit during utilization of the alternating current. Thus, as is well understo0 d in the art, with the charging of the primaryv coil through closing of the primary circuit through contacts 130 and 131 and I resultant charging and discharging of the condenser a very high potential current is generated in the secondary winding 90 as the distributor arm 134 (see Fig. 14) closes a circuit through a spark plug, resulting in the production of high potential sparks at the plugs for the purpose of exploding the combustible charges in the cylinders.

It will be seen that by reason of the double-armed switch 94, when the switch arm 95 is shifted to contact button 93 for the purpose of energizing the motor to start the engine, the lamp circuit is disconnected by reason of the arm shifting from contact 113, and the primary alternating circuit 128 is broken by shifting of the arm 133 to dead button 135, so that full battery voltage is available for energizing of the motor winding, and the production of a high starting torque. Upon assumption of self-propulsion of the engine the double armed switch 94 may be shifted to the positions shown in Figs. 14 and 15 whereinthe arm 133 closes the primary ignition alternating current circuit 128 and the arm 95 reestablishes the lamp circuit 114 from battery 96 through the winding 112 to ground 115 and ground 97 back to battery. To insure return of the switch and utilization of an alternating current after the engine has become self-propulsive, and operates at sufficient speed to generate an eifectiwe alternating current, I may connect the double armed switch with a spring or any suitable tension device 136 carried by an eccentric lever or bell crank 137 which when resting against the stop 138 places the spring under tension in such manner as to hold the switch in the position shown and when swung into position against stop 139 relieves the tension of the spring. Thus, if it is desired to run on battery ignition, as when the engine is running at low speed or the alternating ignition circuit is for any reason rendered inoperative, the tension of the spring may be relieved so as to permit of proper prolonged circuit connection of switch arm 95 with contact button 93.

As the engine picks up and the speed of the generator armature increases, the magnetic field builds up and the voltage rises or increases so that when the voltage rise in the shunt winding 111 reaches battery chargin value, the relay winding 124 will become su ciently energized to cause a closing of the armature 120 on the contact 122 and resultant closing of a circuit through minor relay winding 121, contact 122, armature 120, grounds 123 and 97, battery 96, field winding 112, and brush 85 back to brush 85. The current flow in the series field winding 112, is in opposition to the current How in shunt winding 111, so that there is created a bucking or substantially neutralizing action resistive to the tendency to excessive rise in potential as the speed of the armature increases. Furthermore, as shown in Fig. 4, with the lower pole winding inactive there results a high flux leakage from the armature 6 to the side poles 78 which, combined with the restrainin influence of the bucking action above escribed, further tends to maintenance of a substantially constant voltage for the circuits.

The establishing of the primary alternating or ignition circuit, as above stated, preferably takes place only at or near those points in the current wave when it approaches or reaches its peak or highest point of flow, and such contact is broken when the wave starts to decrease or fall to zero from this period. It will thus be seen that the character of the current utilized in the circuit is alternating, the current rising to its highest value and charging the primary circuit in one direction after which it is broken and then thecircuit again closed so that it rises in the opposite direction and is again interrupted; the current rising twice to its maximum in each revolution of the armature. By employment of a large ordinary tion or rise to this maximum period. This gives a peak formation peculiarly adaptable for utilization in energizing the ignition apparatus for it enables a longer contact dwell with resultant increased spark efficiency.

Under normal conditions, that is, when there is no pronounced reactance in the circuit, the generation of alternating current has magnetizing and demagnetizing influence on the magnetic field, which tendencies are equal and which therefore do not alter or disturb the field density. Realizing these facts, I maintain a high field-density and utilize the current wave for ignition purposes preferably, as stated above, only at or near such times when it attains its highest value, so that I do not sensibly affect the field density at this time and therefore do not interfere with or create an I appreciable disturbance in the work or light circuit, which by reason of this high field density, is uninterruptedly energized without utilizing for that purpose the maximum peak of the wave. Therefore with the field controlled by the duplex winding and other agencies above described, there is insured not only substantial constancy of voltage in the light circuit but also a high potential voltage in the ignition circuit.

In Fig. 15 I also indicate a modified manner of establishing the motor circuit through the disk 102-. In this particular instance I show an ordinary ignition timer casing 59 carrying a. contact finger 140 which, upon shifting of the casing to spark retarding position, as is well understood in the art, engages a post 107 which carries a suitable adjustable contact screw 141 for engagement with the disk 102. With the disk 102 shifted into contact with the post 107 mit of energizing of the motor winding the switch arm 95 must be shifted into contact with lead 105, as already described.

In Fig. 16 I illustrate electrical connections employing an ordinary separate magneto b in conjunction with battery ignition above described. In this case the generator 7 may be of the type previously described except that instead of taking alternating current from the armature 6 I employ a separate ma eto which may be of the usual type, in so ar as concerns its general construction and function, having a usual fixed contact 143 which connects,-as is well understood, with the live end of the primar winding of the magneto armature, an inter-v rupter contact lever 144 which is grounded, as indicated at 145. In the interrupter casing or housing 146 I mount an insulated contact lever 87' corresponding to the lever 87 described in connection with Figs. 14 and 15. The magneto interrupter cam 86 is preferably grounded and is adapted to electrically contact with the lever 87 and also rock the lever 144 for separation of the contact 147 from contact 143 in the making and breaking of the usual magneto circuit. The operating rod 29 of the starting mechanism is shown as having a single insulated contact disk 102 which when the starter is shifted to engine starting position engages contact post 107* which corresponds in function to posts 107 and 107 above described. The casing 146 is grounded in common with the lever 144, at 145, and has a contact finger 140 which contacts with post 107 when the casing is shifted to spark retarding position, as is the case with the ignitioncontroller shown in Fig. 15.

It is well understood that by grounding the contact 143 or the live end of the primary winding) of the magneto armature the magneto will e short circuited and rendered inoperative. I show a grounding lead 148 connecting with an elongated switch button or contact 149 associated with which is a switch arm 133 grounded, as at 150. The switch arm 133 forms part of the double armed switch 94 which is controlled by the spring 136 and eccentric lever 137 above described. The other arm 95 of the switch connects with the battery 96 and normally with the generator .winding as above described.

The numeral 89' indicates a vibrator coil connected with contact post 151 and contact lever 87 while the numeral 90 indicates the secondary winding of the coil which is grounded in the usual manner and connects with the spark producing apparatus. The selective switch button or press key 108, above described, is in this case interposed between the switch button 93 and the trembler or vibrator coil 89.

By shifting the double-arm switch so that the arm 95 contacts with button 93 current will flow through the motor winding, contact disk 102, contact 151' primary coil 89, contact lever 87' and grounds 145 and 97, back to battery, should the cam 86 be in contactual engagement with the lever 87 thereby exploding the charge in the engine and inducing propulsion thereof. Should the engine be free from explosive compression, it may be rotatively driven or turned over by the motor through the starting mechanism above described, 1n which case in setting of the starter mechanism the disk 102, would be brought into engagement with post 107", and by shifting of the magneto contact casing 146 to retard position, a motor energizing circuit would be completed through lead 105, motor winding, disk 102, post 107, timer casing 146, ground 145 and ground 97 to battery. In th1s position of the contact disk 102 the vibrator coil 89 would be disconnected from the battery, and if it be desired to vitalize or energize the ignition circuit during driving of the engine by the motor, as above described, the switch button 108 may be closed, thereby establishing a circuit through lead 152, vibrator coil 89, contacts 87 and 86 and ground 145 back to battery, resulting in energizing of the vibrator coil and induction of an ignition current in the secondary coil 90'. During starting of the engine with the switch arm 95 establishing the motor circuit as described, the magneto is grounded through arm 133 so that it is rendered inoperative for ignition service, and upon disconnection of the starter mechanism from the engine the ignition circuit is established through the vibrator coil 89, the contact disk 102, motor'winding and battery; such establishing of the ignition circuit preferably being coincident with disconnection of the starter, as above clearly set forth. During starting of the engine the work circuit is cut out, as above described in connection with the general system, and 'upon return of the switch arm 95' to contact 113 such light or work circuit is reestablished, but the magneto generator remains grounded; the ignition circuit, as just described, being completed through the battery, and the motor winding. By employment of a series wound motor little resistance is offered to the battery ignition circuit for in the particular arrangement shown, said ignition circuit is completed through the field winding of the motor, there being practically no resistance, as the armature of the motor is stationary and there is no inductive flow therein and no responsive current flow in the field. Therefore such motor winding sets up no impeditive inductance or deterrent lag of current in the ignition circuit, so that with the battery being undisturbed by un-' grounding of the magneto, by reason of the comprehensive character of the contact 113.

Many changes may be made in the construction shown and the arrangement of parts and circuit connections without departing from my invention. The advantages of the invention will be found to reside in simple, compact, durable and efficient mechanism and system which is readily adaptable to the requirements of modern autovehicle construction. As shown in Fig.

1, said mechanism, including the generator,

motor and ignition apparatus, may be mounted in a symmetrical manner at the side of the engine and preferably interme-.

diate the engine cooling pump 2 and the means connecting the power transmitting shaft to the engine. A system of starting is provided wherein the dead or waste gases may be completely scavenged or expelled from the cylinders of the engine preparatory to explosion of the live gas charges in which automatically the starter mechanism may be disconnected from the engine and the ignition circuit energized synchronously with the compression strokes of the engine; in which back firing is guarded a ainst; wherein means are provided for locking the torque multiplying mechanism against shifting to engine starting position during self-propulsion of the engine, and in which the reducing gears are relieved from travel when not operating to start the engine. Furthermore I provide a compact light and ignition system and a system for energizing the motor in such manner that full current value or "oltage may be utilized in starting of the engine, and in which a dual ignition arrangement is afforded whereby an efficient initial or starting ignition current and a general alternating lgnition current is available.

Having thus described myinvention what I claim and desire to secure by Letters Patent is:

1. In a power system for autovehicles, the combination with a combustion engine, of a shaft, means connecting said engine with the shaft whereby the latter may transmit power to and be driven by the engine, and a generator, a motor and motor torque multlplying mechanism, all operatively associated with the said shaft in such manner that the 66 motor may drive the shaft through the torque multiplying mechanism, for starting the engine and the engine may drive the shaft for operation of the generator without thereby driving the motor and torque multiplying mechanism; said generator and mo tor having armatures axially alined with one another.

2. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, an electric power element having a hollow shaft surrounding the first shaft, auxiliary vehicle equipment connected with the first shaft, and clutch means whereby operative relationship may be established between the two shafts and whereby such relationship may be terminated so that the first shaft may operate to drive the auxiliary equipment without operating the electric element.

3. In a power system forautovehicles, the combination with a combustion engine, of a shaft journaled at the side of the engine frame, mean-s connecting said engine with the shaft, whereby the latter may transmit power to and be driven by the engine, a generator associated with the shaft, a motor, a

'hollow shaft for the motor, and means so associated with the shaft and motor that the latter may actuate the first shaft for starting the engine, after which the said first shaft may drive through the hollow shaft without rotating said hollow shaft, for operation of the generator. I

4. In a power system for autovehicles, the combination with a combustion engine, of a shaft, means connecting the engine with the shaft, whereby the latter may transmit power to and be driven by the engine, a generator and amotor associated with the shaft; one of said electric elements having a hollow shaft surrounding the first shaft, and clutch means so associated with the two shafts as to enable the motor to drive the first shaft and permit the engine to drive the said first shaft and generator without rotation of the hollow shaft.

5. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator associated with the shaft, a motor, a hollow shaft therefor fitting on the first shaft, means for cona shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a hollow shaft therefor fitting on the first shaft, and means including a gear on the hollow shaft and a gear on the first shaft, for so connecting and disconnecting the shafts as to cause the motor to drive the first shaft, and to subsequently render the motor shaft non-operative, whereby the first shaft may drive through the motor shaft, for operation of the generator.

7. In a power system for autovehicles, the

' combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected to the shaft, a motor, a shaft therefor, means for connecting the shafts together, whereby the motor may drive the first shaft, and means for disconnecting the shafts at a point of time substantially coincident with a compression stroke of the engine, whereby the first shaft may be driven by the engine without driving the motor.

8. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a shaft therefor, means for connecting the shafts together, whereby the motor may drive the first shaft,

and means for automatically disconnecting the shafts at a point of time substantially coincident with a compression stroke of the engine so that the first shaft may drive the generator without driving the motor.

9. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a shaft therefor, reducing gears, means for so connecting the gears and shafts as to cause the motor to drive the first shaft, and mechanism for automatically releasing the said connecting means at a period of time substantially coincident with a compression stroke of the engine so that when said engine becomes selfpropulsive the generator may be driven without driving of the motor by the first shaft.

10. In a power system for'autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a shaft therefor, means adapted to be manually set, for so connecting the shafts as to cause the motor to drive the first shaft, and mechanism for automatically releasing the said connecting means when the engine becomes self-propulsive, whereby the first shaft may operate the generator without driving the motor.

11. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a shaft therefor, means adapted to be manually set, for so connecting the shafts as to cause the motor-to drive the first shaft, and mechanism for automatically releasing the said connecting means at a period of time substantially coincident with a compression stroke of the engine, whereby the engine may drive the generator without driving the motor.

12. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, :1 motor, a shaft therefor, mechanism for connecting the shafts together, whereby the motor may drive the first shaft, spark producing means including an ignition controller associated with the first shaft, energizing means for the motor, means associated with the energizing means, for shifting the controller to spark delay position, and means for automatically disconnecting the shafts, whereby the first shaft may operate the generator.

, 13. In a power system for autovehicles, the

combination with a combustion engine, of

matically disconnecting the shafts whereby upon assumption of self-propulsion of the engine the first shaft may operate the generator without thereby driving the motor.

14:. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a shaft therefor, mechanism for connecting the shafts together whereby the motor may drive the first shaft, an ignition controller, a source of power for energizing the motor, means for shifting the controller to spark delay position, apparatus for controlling the source of power and associated with the last named means, and mechanism for automatically disconnecting the shafts at a point of time substantially coincident with a compression the comblnatlon with a combustlon engine,

for, reducing gears, an ignition controller, a source of power for energizin the motor, means for so connecting and isconnecting the gears and shafts as to cause the motor to drive the first shaft, means for shifting the controller to spark delay position, a switch device for connecting the source of power with the motor and associated with the controller shifting means, and means for automatically bringing the gears to nonoperative position upon assumption of selfpropulsion of the engine, whereby the first shaft may operate the generator without thereby driving the motor.

16. In a power system for autovehicles, the combination with a combustion engine, of a shaft, adapted to transmit power to and be driven by the engine, agenerator connected with the shaft, a motor, a shaft therefor, an accumulator, mechanlsm for connecting the shafts together, whereby the motor may drive the first shaft, means for bringing the accumulator mto energizing relationship with the motor for dI1V1I1g Of the engine, means-for effectlng disconnection of the shafts at a point of time substantially coincident with a compression stroke of the engine, and a switch device associated with the last two means in such manner that the motor is brought out of energizing relationship with the accumulator upon dlsconnection of the shafts.

17. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a shaft therefor, an accumulator, mechanism for connecting the shafts together whereby the motor may drive the first shaft, means for bringing the accumulator into energizing relationship with the motor for driving of the engine, and means for effecting disconnection of the shafts and denergizing of the motor at a point of time substantially coincident with a compression stroke of the engine, whereby the first shaft may operate the generator without thereby driving the motor.

18. In a power system for autovehicles,

of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor, a shaft therefor, an accumulator, a circuit connecting the accumulator with the generator, mechanism for connecting the shafts together, whereby the motor may drive the first shaft, means for bringing the accumulator into energizing relationship with the motor for driving of the engine and for bringing the accumulator out of circuit with the generator, and means for effecting disconnection of the shafts at a point of time substantially coincident with a compression stroke of the engine, whereby the engine may operate the generator without thereby driving the motor.

19. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, starting apparatus associated with said shaft and including an electric motor, a source of power for the motor, means for connecting the motor in circuit with the source of power, spark producing apparatus, and means for connecting the spark producing apparatus into circuit with the source of power and the motor.

into energizing relationship with the motor" for driving of the engine and for bringing the accumulator out of circuit with the generator, means foreifecting disconnection of the shafts at a time when the engine assumes self-propulsion, and means associated with the last named means, for bringing the spark producing apparatus into circuit with the accumulator coincidently upon assumption of self-propulsion of the engine.

21. In a power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, a generator connected with the shaft, a motor having winding, a shaft therefor, an accumulator, a circuit connecting the accumulator with the generator, mechanism for connecting the shafts together, whereby the motor may drive the first shaft, spark producing apparatus including a primary circuit, means for bringing the accumulator into energizing rela-- tionship with the motor for driving of the engine and for bringing the accumulator out of circuit with the generator, means for automatically disconnecting the shafts at a point of time when the engine assumes selfpropulsion, and means associated with the last named means, for bringing the spark producing apparatus into circuit with the accumulator and the motor winding coincident with assumption of self-propulson of the engine.

22. In a, power system for autovehicles, the combination with a combustion engine, of a shaft adapted to transmit power to and be driven by the engine, starting apparatus incontroller of spark retarding position, and

means for deiinergizing the motor and connecting the spark producing apparatus into circuit with the field winding of the motor and the source of energy.

In testimony whereof I have hereunto set 15 my hand.

RICHARD VARLEY.

Witnesses:

MARY A. BARTH, M. O. KELLER. 

